ES2200282T3 - ANTIVUELCO DEVICE FOR MOTOR VEHICLE. - Google Patents

Abstract

THE INVENTION REFERS TO AN ANTIPERAL MECHANISM FOR MOTOR VEHICLE. IT IS CHARACTERIZED BY THAT IT INCLUDES TWO HYDRAULIC ELECTROVALVULAS (14, 15) CONNECTED RESPECTINGLY TO A FIRST AND SECOND ANTIPERAL CATS (6, 10) AND A CALCULATOR MEDIUM (35) PROVIDING TO THE TWO ELECTRIC VALVES (14, 15) TWO SIGNALS COMMAND, EACH ONE OF THEM REPRESENTATIVE OF A VALUE OF REFERENCE (CAVC, CARC) OF THE ANTIPERAL COUPLE CALCULATED FROM TWO VARIABLE REFERENCE VALUES OF THE BALANCING ANGLE (ZE) OF THE VEHICLE BOX AND A RELATIONSHIP (R) BETWEEN ANTIPERAL PAIR OF THE FRONT TRAIN (1) AND THE ANTIPERAL PAIR OF THE REAR TRAIN (2) DETERMINED BY MEANS OF DETECTION OF THE CONDITIONS OF DRIVING OF THE VEHICLE, SO THAT THE TWO CATS ARE ANTIPERALLY PILOTED (6, 10) TO APPLY THE RESPECTIVELY FRONT AND REAR ANTIPERAL COUPLE TO THE VEHICLE BOX. THE INVENTION IS APPLIED TO IMPROVE THE STABILITY OF TURNING A MOTOR VEHICLE.

Description

Rollover device for a vehicle car.

The present invention relates to a device roll over for a motor vehicle.

It is known, by the document FR-A-2 635 729, a device similar that essentially includes two wheel trains, respectively front and rear, attached to the body of the vehicle, on the one hand, by means of oscillating mounted arms around an axis in relation to the body and, on the other, by means of suspension elements, a first roll cylinder assembled articulated on the suspension element of one of the front wheels and at one end of a roll bar front transverse to the vehicle, a second roll cylinder assembled articulated on the suspension element of one of the rear wheels and at one end of a roll bar rear transverse to the vehicle, and hydraulic control means that they can operate the first and second roll-over cylinders, to exercise a roll-over torque on the front and rear train during a relative movement of the arms in relation to the bodywork.

In this known device, which includes two dissymmetric cylinders attached to the roll bars, the ratio of the front axle tipping torque in relation to the torque rear-wheel anti-roll, or anti-roll ratio, is fixed, and it perform a simple hydro-mechanical easement of the swing angle With a zero slogan. Under these conditions, this device known does not always adapt to the rolling situation of the vehicle, since the vehicle's roll-over ratio has an impact on the directional stability of said vehicle.

The present invention offers a device roll-over, as defined in claims 1 or 5, which allows a vehicle to move in a curve with the body of it substantially parallel to the ground, that is, keeping a null rolling angle, and also allowing to adapt the directional stability of the vehicle, especially obtaining a oversteer effect of the vehicle entering the curve and a understeer in case of deceleration in the curve.

The preambles of these claims are described, respectively, in the summary of the document
JP-A-02128910, and in EP-A-0234 808.

Other embodiments are defined in the Dependent claims 2 to 4 and 6 to 7, respectively.

The invention will be better understood and other objects, features, details and advantages of it will appear with greater clarity in the course of the following description explanatory, made with reference to schematic drawings attached, included only as an illustrative example of an embodiment of the invention, in which:

Figure 1 shows a top view of a motor vehicle equipped with the anti-tip device of the
invention.

Figure 2 shows, in schematic form in blocks, a logical command of the anti-roll device of the invention.

Figure 3 shows, in schematic form in blocks, the detailed command block, mounted to meet a law of activation of the logic control of figure 2.

Figures 4 to 6 show one of the hydraulic solenoid valves of a front roll-over cylinder or three-position rear, respectively neutral, during the straight line travel of the vehicle, when the vehicle travels on a left turn, and working, when the vehicle travels in a curve to the right.

With reference to figure 1, the vehicle car includes a front train 1 and a rear train 2, each including two wheels right 3 and left 4, attached to the vehicle body, on the one hand, by means of arms, not represented, mounted oscillating in relation to the body and, on the other, by means of suspension elements 5 integral with the wheels.

A roll cylinder is mounted articulated on the basis of the suspension element 5 of a 4 of the wheels front and on one of the ends of a roll bar front 7 arranged transversely to the longitudinal direction of the vehicle and mounted on rotary bearings 8 integral with the vehicle body The other end of the roll bar 7 is rigidly attached to the base of the suspension element 5 of the right wheel 3 by, for example, a rigid rod 9.

A second roll cylinder 10 is mounted articulated on the basis of the suspension element 5 of a 4 of the rear wheels and on one of the ends of a bar rear roll 11, transverse to the vehicle and mounted on a rotating on bearings 12 integral to the body of the vehicle. The other end of the roll bar 11 is rigidly attached to the base of the suspension element 5 of the right wheel 3 by, for example, a rigid rod 13.

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Thus, cylinders 6 and 10 are associated, respectively, with the right front wheels and rear, and are called asymmetric.

Also, some means of command are planned electrohydraulics, which will be defined later, to operate the roll cylinders 6 and 10, so that they exert on each train, front and rear, 1 and 2, a roll-over torque on the vehicle body, when it moves in a curve.

According to the invention, said control means they include, for example, two hydraulic solenoid valves, one front 14 and a rear 15, joined respectively to the two roll cylinders 6 and 10. More precisely, solenoid valve 14 includes a drawer 16 that slides into the body of the drawer and that occupies a neutral position, represented in figure 1, when the vehicle travels in a straight line, communicating a pressure inlet conduit 17, connected to the body of solenoid valve 14, with two ducts 18 and 19 outlet of the pressurized hydraulic fluid, connected to the body of the solenoid valve 14, with outlet duct 18 connected to the lower chamber of cylinder 6, while the outlet duct 19 is attached to a hydraulic fluid reservoir 20. The conduit inlet 17 is connected to a high pressure pump with flow permanent 21, through conduits 22 and 23 of the circuit High pressure hydraulic of said pump. The upper chamber of the cylinder 6, tightly separated from the lower chamber by the piston 6a of said cylinder and crossed by the cylinder rod 6b, is connected to the conduit 22 by means of a conduit 24. The reference 25 designates the electrical control part of the displacement of drawer 16 of solenoid valve 14.

The rear solenoid valve 15 also includes a drawer 26 that slides in the body thereof and occupies a neutral position, represented in figure 1, when the vehicle is moves in a straight line, communicating a conduit 27 of Pressurized hydraulic fluid inlet, with two ducts 28 and 29 of exit of the liquid under pressure, with the conduits 27 to 29 connected to the solenoid valve body 15. The duct 27 is also attached to the high pressure pump 21, via the duct 23. The conduit 28 is attached to the lower chamber of the cylinder 10, whose upper chamber, tightly separated from the lower chamber by the piston 10a and crossed by the cylinder rod 10b, it is connected to the high pressure pump 21 by means of a conduit 30 and the duct 23 of the high pressure hydraulic circuit. The solenoid valve also includes an electric control part 31 of the displacement of its drawer 26.

In this embodiment, the control means they also include a third hydraulic solenoid valve 32, Hydraulic fluid flow distribution call, which includes a drawer 33 that slides into the solenoid valve body 32 and which normally occupies a neutral position, represented in the Figure 1, so as to put the conduit 23 in communication with the ducts 22 and 30. The solenoid valve 32 also includes a electrical part 34 for controlling the movement of its drawer 33.

A calculating means 35, which allows a active control of vehicle balancing and delivery function of the roll, as will be seen later, is attached electrically, through electrical connections 36, 37 and 38 symbolized in figure 1 by dashed lines, respectively to the electrical parts 25, 31 and 34 of the control of the solenoid valves 14, 15 and 32. The calculating means 35 receives, also, through two power lines 39 and 40, respectively, two liquid pressure measurement values of the hydraulic front and hydraulic circuit rear roll. These pressure values are supplied, by for example, on the one hand, by a pressure sensor 41 connected to the conduit 22 and, on the other, by a pressure sensor 42 connected to the conduit 30. These pressure measurements allow the calculating medium 35 estimate the instantaneous front and rear tipping torques, with the help of cylinder section values roll 6 and 10.

Figure 2 represents the logical structure of the calculator means 35 that obeys a law of command, which includes a Logic control block 43 for active control of balancing and roll distribution, which receives, in two inputs, two values of slopes \ thetac of the body roll angle of the vehicle in relation to the plane of the wheels or in relation to the ground, and Rc of the ratio of the front roll pairs and Rear or roll over relationship. These set values \ thetac and Rc are determined, in a manner known per se, by a block logical 44, called strategy, from detection means of the vehicle's rolling conditions, being able to be formed, for example, by an angle detection sensor α of the steering wheel of the vehicle, of the speed of vr rotation of said flywheel and / or transverse acceleration γT of the vehicle.

The command law contained in the command block 43 also receives the estimated values in three inputs real time of the rolling pair Ce, of the rolling angle the and the rollover ratio Re supplied by a block of estimation 45 containing the measurements from media sensors As an example, the instantaneous balancing pair Ce can be estimated using a lateral acceleration sensor, the instantaneous rolling angle \ thetae can be estimated by means of displacement sensors, for example, of the triangles of suspension in relation to the body, and the roll-over ratio snapshot can be determined by pressure sensors 41 and  42 mentioned with reference to figure 1.

The law of command contained in block 43 is planned to produce, during the movement of the vehicle on a curve, a setpoint value of the tipping torque Cavc front, and a set value of the rear roll-over torque Carc, both determined from the two setpoints ? and Rc. These two setpoints Cavc and Carc are applied, respectively, to two corrective action blocks proportional and derivative 46 and 47, which supply their outputs, respectively, electric control signals SC14 and SC15 of the two solenoid valves 14 and 15. Block 45 also supplies two estimated tilt torque values front and rear Cave and Care determined, respectively, by means of the two sensors 41 and 42. The values of the Cave and Care pairs are applied, respectively, to two subtractor circuits 48 and 49 that receive also the two setpoint values Cavc and Carc. These Cavc values and Carc are also applied to two inputs of a subtractor circuit 50 whose output is connected to the input of an amplifier block 51 which supplies a control signal SC32 to solenoid valve 32, by middle of line 38.

Figure 3 represents, in detail, the control block 43 that allows to produce the two setpoints Cavc and Carc.

This command includes a logical block called anticipation 52, equipped with three tickets that both receive set values \ thetac and Rc of strategy block 44 and the Ce estimated value of the balancing pair. The set values ? and Rc are applied to the two positive inputs of the two subtractor circuits 53 and 54, whose two negative inputs they receive the two values estimated in real time Re and the. The output of the subtractor circuit 53 is connected to the input of a balancing correction circuit 55, whose output is connected to a input of a distribution block 56. The output of the subtraction circuit 54 is connected to the input of a corrective circuit of the relationship 57, whose output is connected to another block entrance dealer 56. A third entry of the dealer block 56 receives the setpoint value of the roll-over ratio Rc.

The anticipation block 52 supplies two outputs, respectively, two anticipated setpoint values of a CavAc front tipping torque and one rear tipping torque CarAc, which are applied to two inputs of two adder circuits 58 and 59.

The distribution block 56 supplies two outputs two setpoint values of the front tipping torque CavRc and the CarRc rear tipping torque, which are applied to the two other inputs of adder circuits 58 and 59 that they supply to their outputs the two setpoint values Cavc and Carc.

The different blocks described with reference to Figure 3 must have the following characteristics.

The anticipation block 52 supplies the values

CavAc = Aav (\ thetac, Rc, EC, t)

Y

CarAc = Aar (\ thetac, Rc, EC, t)

where: t designates the variable temporary,

Aav designates the anticipation function lead,

Aar designates the anticipation function rear

For constant values of the, Rc and Ce, the block 52 supplies:

CavAc = \ frac {Rc \ cdot (Ce + kA \ theta \ cdot \ theta c)} {Rc + one}

where k designates a constant

CarAc = \ frac {Ce + kA \ theta \ cdot \ theta c} {Rc + one}

where kA \ theta designates the function of the vehicle balancing situation, independent of the variable t.

The balancing corrector block 55 supplies the value U \ theta = C \ theta (\ thetac - \ thetae, t). East circuit contains an integrator term, that is, U \ theta It only stabilizes if \ thetac - \ thetae = 0.

The anti-roll ratio correction block 55 supplies the value UR = CR (Rc - Re, t). Remember that
R = Cav / Car. Block 57 also contains an integrative term, that is, that UR only stabilizes if
Rc - Re = 0.

Distribution block 56 supplies CavRc = Rav (U?, UR, Rc) and CarRc = Rar (U?, UR, Rc). So that This block returns:

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CavRc = \ frac {kR \ theta \ cdot Rc} {Rc + 1 \ cdot U \ theta + kRR \ cdot UR}

where kR \ theta and kRR are functions of the balancing situation Y

CarRc = \ frac {kR \ theta \ cdot 1} {Rc + 1 \ cdot U \ theta - kRR \ cdot UR}

independent of t.

Next, the operation of the control block 43, mounted to meet the command law.

During the straight line movement of the vehicle, the variable R of the ratio of the front tipping torque with the rear roll torque is undefined, because the Front and rear rollover pairs are void. The device anti-roll is in standby state and command 43 is inactive.

During the movement of the vehicle in a stabilized curve, the balancing correction blocks 55 and the roll-over ratio 57 perform the easement of the roll angle \ and the roll-over ratio R at their setpoint value, that is to say \ thetae = \ thetac and Re = Rc. Indeed, if the, Rc, the, Re and Ce are stabilized values, the values of CavAc and CarAc at the outputs of the anticipation block 52 are constant over time, according to the properties of this block and, given that the Rollover pairs of the front and rear trains are constant over time because the balancing torque C and the roll-over ratio R are constant over time, assuming that the front and rear roll pairs applied by the solenoid valves 14 and 15 of Cylinders 6 and 10 are equal to the Cave and Care setpoint values, it turns out that the sum of the values of the setpoint tipping torques supplied by the distribution block 56, ie CavRc + CarRc, is a constant over time. Consequently, given the properties of the distribution block 56, U? Is a constant and, since the balancing corrector block 55 contains an integrating term, it turns out \ thetac = \ thetae. Thus, given the properties of the distribution block 56, since CavRc = kR.UR and CavRc is a constant value, the UR value is constant; finally, since the correction block of the roll-over ratio 57 contains an integrating term, Rc = Re results. Under these conditions, the vehicle body is stabilized in an equilibrium position with a rolling angle equal to ángulo and a roll-over ratio equal to Rc. It should be stressed that the equilibrium state would also be achieved in the absence of the block of
anticipation 52.

During the transient phases corresponding to the vehicle that enters a curve or leaves it, the detection of the request of the body of the curved vehicle, carried out by means of the estimation of the value of the instantaneous balancing pair Ce, intervenes simultaneously with the appearance of the balancing torque or before the appearance of the latter by, for example, the angle sensor α of the steering wheel and, therefore, before starting the balancing. The delay between the detection of the solicitation and its effect is used by the anticipation block 52, whose setpoint values CavAc and CarAc that it supplies change value before starting the balancing (while the U \ theta and UR values of the blocks balancing and roll-over correctors do not evolve yet) and these setpoints allow to "lock" the body in full swing, that is, to perform the roll-over function respecting the set value of the roll-over ratio Rc and taking into account the setpoint angle of rolling \ thetac. During this initial phase, the contribution of the correction blocks 55 and 57 is zero. Since the estimation of the instantaneous balancing torque Ce is inaccurate, the set values CavAc and CarAc lead to a vehicle equilibrium where the is close to the and Re is close to Rc with errors. In a second phase, the correction blocks 55 and 57 and the distribution block 56, by means of the servitude of the and R, converge the device towards equilibrium, where
the = the and Re = Rc, and the contribution of said blocks is all the more important, as bad is the Ce estimate of the rolling torque C. Of course, the anticipation block 52, the correction circuits 55 and 57 and the block Distributor 56 operates in parallel and reacts permanently to changes in the setpoints throughout the curve, after the detection of new rolling situations. At the end of the curve, the command returns to inactivity and the device returns to standby.

The operation is described below. overall of the anti-tip device of figure 1, with reference, also, to figure 2.

When the vehicle travels in a straight line, the control 43 is in standby state and solenoid valves 14, 15 and 32 they are in the rest position, called the centered position, as shown in figure 4, in which their respective drawers 16, 26 and 33 freely let the hydraulic fluid flow of the pump 21, that is to say that a permanent flow crosses the circuit hydraulic front and rear of the vehicle, without consuming power useful some. In line load losses, the pressure of the hydraulic fluid in the entire circuit is null and, consequently, no effort is exerted on cylinders 6 and 10. Thus, the right and left wheels of the same front or rear train of the vehicle oscillate independently, being absorbed the relative oscillation by free sliding of the wand and the piston in the corresponding roll cylinder 6 and 10. The device guarantees maximum comfort for the occupants of the vehicle on the right and left irregularities of the highway.

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When the beginning of the curve is detected in the entering the vehicle, control 43 shows the setpoint values Cavc and Carc not null. The pressure values measured by the sensors 41 and 42 allow estimating instantaneous roll-over torque Dig and Care using the sections of the roll cylinders 6 and 10. The two corrective blocks of proportional and derived action 46 and 47 convert errors resulting from the difference between the setpoint value of the Cavc front tipping torque and the value estimate of the Cave instant tipping torque, and the difference between the setpoint of the rear roll torque Carc and the value Estimated of the instantaneous rear tipping torque Care, in values of control SC14 and SC15 of solenoid valves 14 and 15 that actuate the cylinders 6 and 10 to apply the front roll pairs and rear; in this way, these two correction circuits perform the Bondage of the front and rear tipping torques in the setpoint values

If the curve started is to the left, such as is shown in figure 5, which represents only one of the rollover cylinder assemblies 6 and associated solenoid valve 14, solenoid valve 14 (or solenoid valve 15) is actuated by the setpoint signal SC14 (or SC15) of the correction block 46 (or 47), of way to move drawer 16 (or 26) up in relation to the body 14, as indicated by the corresponding arrow in the Figure 5, so that said drawer reduces the passage opening of the liquid to reservoir 20 through conduit 19 (or the conduit 29), causing an increase in pressure in both chambers of cylinder 6 (or cylinder 10). This cylinder exerts a effort oriented to lengthen, that is, to displace the rod of cylinder 6b upwards, relative to cylinder 6, as indicated by the corresponding arrow in figure 5. The elongation of said cylinder pushes the corresponding end of the roll bar 7 (or roll bar 11) down. From now on, an important force is exerted on the vehicle body by means of bearing 8 (or bearing 12) located on the side of the cylinder 6 (or on the side of the cylinder 10). Dice that rod 6b (or 10b) of cylinder 6 (or of cylinder 10) is rigidly attached to the left wheel 4 and that the opposite end of its roll bar 7 is rigidly attached to the right wheel 3, there is a reduction of the body on the side left, with increased torsion of roll bar 7 (or of roll bar 11), which causes the straightening in position substantially horizontal and parallel to the floor of the bodywork. In other words, the deformation of the bar roll 7 (or roll bar 11) produces a roll pair that is exerted on the body of the vehicle, to correct its inclination caused by centrifugal force in the curve.

If the curve is to the right, solenoid valve 14 (or solenoid valve 15) is driven by signal SC14 (or Sc15), so as to move drawer 16 (or drawer 26) down with relation to body 14, as indicated by the arrow on the figure 6 and thus reduce the inlet opening of the duct 17 (or of the conduit 27), so that the fluid pressure increases in the conduit 24 and the upper chamber of the roll-over cylinder 6 (or of the roll cylinder 10). This results in a shortening of the cylinder and the adjacent end of the roll bar 7 (or of the roll bar 11) is pulled up. Occurs then a lifting of the body with the consequent straightening in position substantially horizontal and parallel to the floor of the vehicle body In other words, the effort that is develops in the corresponding cylinder deforms the bar associated roll-over, which produces a roll-over torque that is exerted on the body of the vehicle.

The distribution solenoid valve 32 is actuated by the signal SC32 when the setpoint values of the pairs Cavc and Carc roll are different, so as to increase the pressure in the hydraulic circuit of solenoid valve 14 (or of the solenoid valve 15), in order to allow the effort that involves the displacement of cylinder 6 (or the roll cylinder 10) and get an oversteer effect or understeer of the vehicle, in accordance with the setpoint values Cave and Care For example, if the setpoint value Carc is null and that the setpoint Cavc is nonzero, the distribution solenoid valve is actuated to reduce the opening to the hydraulic circuit of the rear solenoid valve 15, which directs the fluid flow to the hydraulic circuit front of solenoid valve 14. On the contrary, if the distribution solenoid valve 32 will remain in the central position represented in figure 1, no effort would occur in the roll cylinder 6 by moving the drawer of the solenoid valve 14, since all the fluid flow would escape towards the tank 20 through the rear hydraulic circuit of the solenoid valve 16 and the pressure in the front hydraulic circuit It would be void.

The roll-over device of the invention allows thus prevent the rocking of a curved vehicle (effect anti-roll), guaranteeing, at the same time, a behavior of vehicle adapted to the rolling situation thereof, and independently controlling the two angle variables of balancing the of the vehicle body in relation to ground, and the front / rear R.

Claims (7)

1. Anti-tip device for a motor vehicle, which includes two wheel trains, respectively front (1) and rear (2) attached to the vehicle body, on the one hand, by means of mobile mounted arms in relation to the body and, on the other, by means of suspension elements (5), with a first actuator (6) associated to the front train (1), which allows to produce a front anti-roll torque applied to the body (Cav), a second actuator (10) associated to the train rear (2), which allows to produce a rear roll torque applied to the body, control means that can act on the first and second roll actuators (6 and 10), to exert a roll torque on the rear and front trains during rolling of the curved vehicle, characterized in that a calculator (35) arranged to satisfy a command law supplies the control means, formed by two hydraulic solenoid valves (14 and 15), connected respectively to the first and s Second anti-roll actuator (6 and 10), two electrical control signals (SC14 and SC15), each representative of a setpoint value of roll-over torque (Cavc and Carc) obtained from two variable setpoint values of the swing angle ( the) of the body of the vehicle and of the relationship (Rc) between the tilt torque of the front train and the tilt torque of the rear train, determined by means of detecting the vehicle's rolling conditions, including said calculator (35) by at least two correction blocks (55 and 57) and a distribution block (56) that perform the easements of the swing angle (the) and the roll-over ratio (R) at their setpoint value (the and Rc), and because it includes a third hydraulic distribution solenoid valve (32) actuated by an electrical signal (SC32) formed from a difference between the two setpoints (Cavc and Carc) of the front and rear tipping torques, to increase the pressure in the ci hydraulic circuits front or rear tilt, depending on the size and the sense of the difference of the two set values of the tipping torques, and obtain an oversteer or understeer effect oriented to improve the stability of the vehicle in curve. 2. Device according to claim 1, characterized in that the calculator (35) includes at least one anticipation block (52). 3. Device according to claims 1 or 2, characterized in that it includes a first proportional and derivative corrective action circuit (46), which converts the difference between the setpoint value (Cavc) of the front roll torque and an estimated value (Cave), for example, from a pressure sensor (41) of an instantaneous tipping torque, an electrical signal (SC14) for controlling the hydraulic solenoid valve (14) and a second corrective circuit of proportional and derivative action (47) that converts the difference between the setpoint value (Carc) of the rear roll-over torque and an estimated value (Care), for example from another pressure sensor (42), in the electrical signal (SC15) of the rear hydraulic solenoid valve control (15) . Device according to claim 3, characterized in that it includes a subtraction circuit (50) of the two setpoint values (Cavc and Carc) of front and rear anti-roll pairs, which supplies the electrical signal (SC32) of control of the third hydraulic solenoid valve (32) 5. Anti-tip device for a motor vehicle, which includes two wheel trains, respectively front (1) and rear (2), attached to the body of the vehicle, on the one hand, by means of rocking arms mounted around an axle in relation to to the body and, on the other, by means of suspension elements (5), a first anti-roll cylinder (6) mounted articulated on the suspension element (5) of one of the front wheels and on one of the ends of a bar front anti-roll (7) transverse to the vehicle, a second anti-roll cylinder (11) mounted articulated on the suspension element (5) of one of the rear wheels and on one of the ends of a rear anti-roll bar (11) transverse to the vehicle, hydraulic control means that can drive the first and second roll cylinders (6 and 10), to exert a roll torque on the front and rear trains during a relative movement of the arms relative to the c Arroceria, including the control means two hydraulic solenoid valves (14 and 15) connected, respectively, to the first and second roll-over cylinders (6 and 10), and a calculating means (35) that supplies the two hydraulic solenoid valves (14 and 15) two electrical control signals (SC14 and SC15), each representative of a roll torque setpoint (Cavc and Carc), determined from two variable setpoint values of the rolling angle (\) of the vehicle body and a relationship (R) between the tipping torque applied to the front train and the tipping torque applied to the rear train, determined by means of detecting the driving conditions of the vehicle, such as angle detection sensors (α) of the steering wheel of direction, of the rotation speed (vr) of said steering wheel and / or of the transverse acceleration (γ) of the vehicle, so as to drive the two anti-roll cylinders (6 and 10) so that they apply, respectively, two pairs of front and rear, which may be different, to the body of the vehicle, said device characterized in that it includes a third hydraulic distribution solenoid valve (32), actuated by an electrical signal (SC32) formed from a difference between the two setpoint values (Cavc and Carc) of the front and rear roll-over torques, to increase the pressure in the front or rear roll-over hydraulic circuits, depending on the size and direction of the difference between the two set values of the roll-over pairs, and Obtain an oversteer or understeer effect aimed at improving the stability of the curved vehicle. Device according to claim 5, characterized in that it includes a first proportional and derivative corrective action circuit (46), which converts the difference between the setpoint value (Cavc) of the front roll-over torque and an estimated value (Cave), for example , from a pressure sensor (41), an instantaneous tipping torque, an electrical signal (SC14) to control the hydraulic solenoid valve (14), and a second corrective circuit of proportional and derivative action (47), which converts the difference between the setpoint value (Carc) of the rear roll-over torque and an estimated value (Care), for example, from another pressure sensor (42), in the electrical signal (SC15) of the rear hydraulic solenoid valve control ( fifteen). 7. Device according to claims 6 or 7, characterized in that it includes a subtraction circuit (50) of the two setpoints (Cavc and Carc) of front and rear anti-roll pairs, and that supplies the electrical signal (SC32) of control of the third hydraulic solenoid valve (32).